COMMENT: Farnborough Air Show
Two years ago people wondered if the 2004 SBAC air show at Farnborough
would be the last, the final encore for a tradition that started at
Radlett in 1946.
The pessimists have been proved wrong. Now under a new management
company, but still owned by the British aerospace industry,
Farnborough International Ltd is back stronger than ever, its future
assured, planning even going as far ahead as 2012. A record number of
1,480 exhibitors from 35 countries are attending this week, including
129 new exhibitors making their first appearance. On the commercial
aerospace and supply-chain side, UK Trade & Investment has arranged
for 40 company delegations from 15 countries to attend the air show
for an intensive three-days of specific briefing meetings with British
companies seeking to do business with their overseas counterparts.
The Defence Export Services Organisation (DESO), which is responsible
for the defence delegations attending the air show, reports that there
are 77 delegations from 43 countries ” the largest defence delegations
presence ever.
The highlight of the show, from a news point of view, will not be an
aircraft but the talk about an aircraft. At 1100 on Monday morning
Airbus is expected to announce the future of the A330 twin (and for
that matter its sister A340), whether it is to be the re-vamped A350,
or a complete new aircraft much rumoured to be called the A370. Beside
s all the technological challenges of putting a new aircraft together,
and financial ones too, Airbus is faced with the quandary of just
where to pitch the machine in terms of passenger size and
configuration. Range is no longer a problem. Engine reliability has
improved so much over the last decade that 20-hour flights can be taken
day in day out with two-engined aircraft offering 180 minutes ETOPS.
The difficulty is whether to use the existing A330 fuselage, and here
the standard is set by the 24” wider and much liked by passengers
Boeing 777, or go for a completely new airframe using advanced
construction techniques and composites. How long will it take to
develop and how expensive? And what do you do with your production
lines in the meantime? Yes you can discount to new and existing
clients, there are orders pending for military and possible freight
customers, but a new aircraft has got to be four years away at least
based on the timescale of the competing Boeing 787. Which brings us on
to what undoubtedly will be the star of Farnborough, at least as far
as hardware is concerned, the Airbus A380. Its track record to date
has been less than perfect and it is at least a year behind schedule.
Development and production problems have caused anguish to both Airbus
and its customers. Hopefully all will be revealed on Monday morning.
We all need a successful Airbus, as consumers flying around the world,
and also as airlines. Boeing needs to be kept on its toes too. If
life is made too easy Seattle (or is it Chicago?) will quickly regress
to its old habits. Competition can only improve the product.
http://www.farnborough.com
AND ALSO
Following last week”s story headed ENVIRONMENT TAX we are indebted to
Andrea Thalemann editor-in-chief of EU Intelligence for the following
observation of just where we are regarding European Parliament”s vote
in favour of an environment tax:
”This is typical Brussels politicking. The EP vote is non-binding and
does not involve any actual piece of legislation. Rather it indicates
the mood in the ever-more assertive Parliament as the European
Commission prepares legislation on including aviation in the EU”s
emission trading scheme ” a move which BA strongly supports and
Lufthansa resolutely rejects.
None of what the MEP”s have suggested ” fuel tax/VAT and separate
emission trading scheme for aviation - has much of a chance to see the
light of day. Yes, EU transport commissioner Jacques Barrot was fully
in favour of a kerosene tax when he took up his post in November 2004
but within a matter of months, after strong lobbying by the industry,
declared that tax dead, and it would take joint agreement among 25
European transport ministers in favour of a fuel tax (very unlikely)
to overrule the Commission”s position at this stage.
As was said in ABTN: ”What is not clear is whether it will be
implemented, and if so when.” Most likely never. This vote was
simply about the Parliament raising the rhetoric because MEPs will
have a say on the final legislation on emission trading. And of course,
coming to the table with more demands means more bargaining power
later on!”
http://www.eu-intelligence.com
NELSON - Last week we pointed out in ON TOUR that Nelson was all covered up on
his column in Trafalgar Square. Now this may have been read by those
in charge at the Greater London Authority, but in any event a new
clean and tidied up statue has been revealed. Maybe those in change
knew that the aviation world was coming this week to London. It was
also interesting to learn that the column is somewhat shorter that
hitherto noted although why the political head of the organisation was
quoted in the press release is beyond ABTN. Ego one suspects, or
blatant electioneering. He will never be remembered in 200 years time.
In any event getting measurements wrong can cause serious trouble.
Nearly 20 years ago when Plymouth Airport was re-built the chief pilot
announced that the runway was 1199m in length, as required for BAe 146
operations. And so a news story went out and quoted by all and sundry.
Somewhat later the CAA actually measured the concrete. Only 1160m.
Oops! No go 146 and no go for Plymouth. Daughter airport London City
was built with 1199m in mind.
Also last week we said that Monarch was Britain”s oldest airline flying
under its original banner. Not so claims Loganair, founded 45 years
ago in 1962. And before we have anyone emailing the editor we are
able to confirm that it was not started with Islander aircraft. They
don”t date back that far the prototype first flying in 1965. However
Loganair does have five of the utility aircraft in its fleet.